. Electric railway journal . ing train may flagitself to the next home signal in advance. In case ofan extended interruption, the trains are moved by timecard and train orders issued from the operating officeat about the center of the line, this office being con- The data given in Table I cover a six-month periodbeginning with September, 1915. The record for thatmonth, it may be said, was an unusually unfortunateone. In practically every case of deranged signals aconsiderable time elapsed between the occurrence of theinterruption and the restoration of the normal operationof the signals, and t
. Electric railway journal . ing train may flagitself to the next home signal in advance. In case ofan extended interruption, the trains are moved by timecard and train orders issued from the operating officeat about the center of the line, this office being con- The data given in Table I cover a six-month periodbeginning with September, 1915. The record for thatmonth, it may be said, was an unusually unfortunateone. In practically every case of deranged signals aconsiderable time elapsed between the occurrence of theinterruption and the restoration of the normal operationof the signals, and to this may be ascribed the largernumber of interrupted signal movements which appearin the table for this period. During the month there were six interruptions, ofwhich one was due to the grounding of the signal mainsbecause a broken lighting wire connected them to atelephone line. This occurred at night, and some timeelapsed before the cross was located and repaired. An-other of the interruptions was due to lightning, which. SCRANTON & BINGHAMTON SIGNALS—HOME SIGNAL AT PASSING SIDING nected by telephone to the various points along the feature of the operating methods, therefore, is notthe elimination of the dispatcher—for whom an equiva-lent is provided in cases of emergency—but rather theadvancement of meeting points under clear signals. Agreat many delays are thus eliminated. Record of Interruptions The record of causes of signal interruptions, whichis shown in the accompanying table, averages one causeof signal interruption to 37,000 signal movements, orthree and one-third causes of interruption per cause of signal interruption, it may be said here, isdefined by the railway company as a derangement ofthe signal system in which one or more signals fail togive the proper indication. This should be differenti-ated from the interrupted signal movements, result-ing from causes of signal interruptions. One cause ofinterruption for one signal, if it is not p
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